Signal



Aug. 18, 1925.

A. K. ELLZEY SIGNAL Filed Aug. 16, 1924 Patented Aug. 18, 1925.

UNITED STATES ALEXANDER KIRCHEN ELLZEY, 011" MCCOIVIB, MISSISSIPPI.

SIGNAL.

Application filed August 16, 1924. Serial No. 732,527.

To all whom, it may concern:

Be it known that I, ALEXANDER Kinomm ELLznY, a citizen of the United States, residing at McComb, in the county of Pike and State of Mississippi, have invented certain new and useful Improvements in Signals, of which the following is a specifi cation, reference being had to the accompanying drawings.

This invention relates to improvements in signals and more particularly to a warning signal apprising telegraph operators or station masters and the like of the approach or passag of trains.

An important object of the invention is to provide a device of this character which may be readily removed by the owner at the close of his period of duty, such devices being unnecessary during daylight hours when the attendants are not likely to be overcome by sleep and allow a train to pass unnoticed.

A still further object of the invention is to provide a device of this character which may be very cheaply produced and the construction of which is such that it requires that the operator or station master leave the station for the track, thus insuring his observation of the train which is passing.

These and other objects I attain by the construction shown in the accompanying drawings, wherein for the purpose of illustration is shown a preferred embodiment of my invention and wherein Figure 1 is a perspective view showing a switch constructed in accordance with my invention and having a mounting in which it is removably mounted;

Figure 2 is a front elevation of the switch and signal board such as is employed in the office;

Figure 3 is a diagrammatic view showing the connections employed.

Referring now more particularly to the drawings, the numeral 10 indicates a base plate adapted to b secured to a tie immediately adjacent the rail over which the trains are to pass. The numeral 11v indicates a switch support adapted for coaction with this base. This switch support includes a base section 12 of less width than the base 10 and having straight sides. Extending upwardly from the switch support are a pair of standards 13 and 14, th standard 13 being electrically connected to the base, as at 15, while the standard 14 is insulated therefrom, as at 16.

The tie-attached base 10 has struck upwardly therefrom a band 17, the ends of which are left attached to th base adjacent the sides thereof, this band forming a loop receiving the end of the switch base 12 and against which the standard 13 engages to limit the movement of th switch base across the surface of the tie-attached base 10. This band is arranged adjacent one end of the base and that end thereof next adjacent the rail R. Adjacent the opposite end of the base, a pair of ears 17 are struck upwardly from the base having their upper ends bent at an angle and directed toward one another so that they overlie th upper surface of lugs 17* formed upon opposite sides of the switch base 12 when in applied position to hold the same firmly in engagement with the base. It will be seen that the switch bas will be firmly held and at the same time is readily removable from the tie-attached bas 10 by simply shifting the switch base outwardlly from the rail over the tire attached base until the lugs 17 are freed from the ears 1'? and the end of the base released from the loop 17.

The standards 13 and 14 have binding posts 18 by means of which they may be connected in a circuit. Th upper end of the standard 14 has pivoted thereto a switch blade 19 and the upper end of the standard 13 has vertically adj ustably secured thereto a contact 20 for coaction with the switch blade. The standards are preferably formed from strap metal and have their longitudinal axis paralleling the track, the upper end of the standard 14 being twisted, as at 21, so that it is at right angles to the track, and a switch pivoted thereto operates in a plane at right angles to the track. The contact 20 is preferably similarly formed from strap metal and twisted and the upper end thereof is bent, as at 22, so as to form a cam surface against which the blade 19 may operate, so that this blade has a wiping engagement against the contact to insure perfect contact and a clean contacting surface. The blade itself is also formed from strap metal, the free end of the blade or that end next adjacent the rail being twisted, as at 23, so that it substantially parallels the upper surface of the rail R. The pivotal connection 24 between the standard 14 and the blade is stiff enough to hold theblade against movement but permits this blade to move downwardly for engagement with the contact 20 when engaged by a wheel passing over the rail. This switch, when the base is in applied position upon the rail-attached base 10, has its twisted terminal portion 25 arranged slightly above the surface of the rail when the blade is disengaged from the contact 20 and so positioned that it will be engaged by a wheel passing over the ra l. This depression. causes it to engage with the contact 20.

In conjunction with a device of this char acter I employ a signal of any suitable character but preferably such as illustrated in Figure 2. This includes a base-board 26 having secured thereto an electric signal bell 27 and a knife switch 28 and is connected in a circuit with the rail switch,

as'indicated in the wiring diagram of Figure 3. In use, a train in passage completes the circuit, operating the warning signal and apprising the operator or station master of the approach or passage of the train. The ringing of the signal may be discontinued by the opening of the knife switch 28, but in order for the signal to be re-set it is necessary that the attendant go to the track and open the knife switch by the shifting of the blade 19 and then close the knife switch 28. The period of duty being ended, it is simply necessary to dis connect the wires leading to the rail switch and slip the switch base and switch from the tie-attached base, at which time the rail switch may be stored until the operator returns to duty, thus preventing damage or loss thereto during his absence It will furthermore be obvious that the structure of the device as hereinbefore set forth is capable of a certain range of change and modification without materially departing from the spirit of my invention,

and I accordingly do not limit myself to such specific structure except as hereinafter claimed.

I claim 1. In a signal of the type described, a base adapted to be attached to a tie adjacent the rail, a switch base engageable with or removable from the first named base by movement thereof toward or away from the rail, a knife switch carried by the switch base having a blade, the free end of which is disposed in proximity to the rail for engagement by a wheel passing over the rail while the blade is disengaged from its coacting contact.

2. In signal of the character described, a base, a pair of standards extending upwardly therefrom, a blade pivoted to one of the standards, a contact vertically adjustable upon the other of the standards, means for connecting the standards in circuit, and means for removably attaching the base to a tie with the end blade of the switch in proximity to the rail supported by the tie.

3. In a signal of the character described, a base, a pair of standards extending upwardly therefrom, a blade pivoted to one of the standards, a contact vertically adjustable 1117011 the other of the standards means for connecting the standards in circuit, and means for removably attaching the base to a tie with the end blade of the switch in proximity to the rail supported by the tie, said connection being disengageable upon longitudinal movement of the switch base in a direction away from the rail.

In testimony whereof I hereunto ailix my signature.

ALEXANDER KIRCHEN ELLZEV 

